Internal-combustion engine.



T. I. PAY.

INTERNAL COMBUSTION ENGINE.

APPLIOATION FILED nov. 29, 1913.

Patented June 30,1914.

2 SHEETS-SHEET 1.

T. J. FAY.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED NOV. 29, 1913. 1,101,91 3. Patented June 30,1914,

2 SEEETSSHEET 2.

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THOMAS J. FAY, OF NEW YORK, N. Y.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented June 30, 1914.

Application filed November 29, 1913. Serial No. 803,661.

To all whom it may concern Be it known that I, THOMAS J. FAY, a citizenof the United States, residing at the city of New York, in the boroughof Brooklyn and State of New York, have invented certain new and usefulImprovements in Internal-Combustion Engines, of which the following is afull, clear, and exact description.

This invention relates to internal combustion engines, the primaryobject being to provide means whereby the non-volatile or low volatilehydrocarbons may be efi'ec tually used as a fuel in the operation ofsuch engines.

In engines which require the vaporization of the hydrocarbon before itenters the engine cylinders, it is necessary where kero sene and othernon-volatile fuels are used to supply some means for heating as well asfor mechanically dividing up the liquid fuel, in order to reduce it to acondition such that when combined with air it will become an explosivegas. To do this it has heretofore been proposed to utilize the heat fromthe water-cooling system of the engine and also of the exhaust gasesfrom the engine. Satisfactory results have not, however, beenaccomplished by these methods because in the case of the water system,the maximum heat available is only 212 F., which is not sufficient toaccomplish vaporization with sufiicient speed to meet the requirementsof the engine, and in the case of the exhaust gases, the available heatis not sufiiciently steady or continuous to afford even or uniformvaporization, this being due to the fact that changes in the rapidity ofexplosions in the engine are accompanied almost immediately by changesin the temperature of the exhaust products. With such rapid temperaturechanges, uniform gasification of the fuel cannot be obtained.

My invention contemplates the use of a suitable oil in the place ofwater in the cooling system of the engine and provides means whereby theportions thereof which come in contact with the most highly heated partsof the engine are se arated from the main body ofoil and utilized toinitially heat and vaporize the non-volatile hydrocarbon fuel. Aftergiving up a portion of its heat in this way, this portion of the oiljoins the main body of cooling oil and passes through the radiator whereits temperature is still further reduced. The

main body of cooling oil which comes in contact with the less highlyheated portions of the engine are caused to circulate through theradiator and engine cylinders by a different .path from that of the morehighly heated portions and is thereby kept comparatively cool andwillmaintain the temperature of the cylinder Walls at a degree not too highfor eflicient action.

Engines operating with non-volatile oils usually have to-be started withgasolene or other hi hly volatile hydrocarbons, which is objectionable.It is therefore a feature of my invention to provide a means whereby,during the starting operation, the working mixture is ignited before itreaches the workin cylinders of the engine, thereby furnishingheat tothe surrounding metal without burning the working mixture suflicient toprevent it from doing a measure of useful work after it passes on to theworking cylinders. The area of the intake is so regulated that the rateof flow of the mixture is faster (in the direction of the workingcylinders of the engine), than the rate of flame-travel in the mixture.The result is that, while the heat of the'burning mixture is given up tothe surrounding metal, back-firing through the carbureter orifice isprevented, and the working mixture, while it is burning, enters theworking cylinders and performs a measure of useful work. As soon asinitial heating is accomplished, the induction ignition is turned off,and the engine operates in the regular way.

In the accompanying drawings, Figure 1 represents a plan of an internalcombustion engine equipped with the mechanism comprising my invention;Fig. 2 is a vertical section through a portion of an engine cylinder,the carbureter and the preheating devices.

Referrin cylinder 0 an engine, 2 the crank shaft, 3 the piston in saidcylinder, 4 the intake port to the cylinder controlled by thecylindrical slide valve 5 and a throttle 6. The intake port 4communicates through the pas- 1) the latter receiving its supply of fuelfrom a suitably located tank 12. The sprayer 9 is located in a Venturitube 13 to which air first to Fig. 2, 1 indicates the is admittedthrough openings 14. Attached to the upper end of the 'Venturi tube is acylindrical drum 15, having heads 16 and 17 at its respective ends, inwhich are fitted open-ended tubes 18, for the passage of the fuelmixture to the passage 19, which leads to the manifold 8. The drum 15 ispro vided with an inlet pipe 20 and an outlet pipe 21, which permits ofthe circulation of a 1i uid through the drum and around the outside ofeach of the tubes 18. p

Referring now to Fig. 1, 22 indicates a casting containing 4 cylinders,one of which is supposed to be the cylinder. 1 illustrated in Fig. 2..:The crank shaft is indicated at 2, the fly wheel thereon by 23, theradiator forthe cooling system by 2 1, and 25 indi-' cates a liquid pumpmounted to be driven from a shaft receivin its power fromthe main shaftof the engine. The suction side of this pump connects with the pipe 26,which leads into the upper part of the casting 22 and extends throughthe chamber 27 above the head of each cylinder, where it is providedwith a bell shaped mouth 28 facingtoward the head of the cylinder and inlose proximity thereto} The pressure or outlet side of the pump 24connects with pipe20 which as before stated, leads to the u per end ofthe heater 15, the pipe 21 leading from the heater'to the radiator 24.Between the pipes 20 and 21, there is a bypass 29 controlled by a bypassvalve 30, located in the pipe 20 and by means of which more or lessliquid flowing'from the pipe 20 to the heater 15 can be diverted fromthe latter directly to the radiator. The space for cooling liquid aroundthe cylinder communicates with the radiator through an inlet pipe 31 andan outlet pipe 32, the latter preferably entering a reservoir 33,attached to and communicating with the radiator so. as to provide for alarge body of liquid in the cooling system.

It is understood that the hottest portion of an explosive enginecylinder is the cylinder head and inasmuch as the cooling liquid whichcomes in contact with the cylinder head is the hottestpart of the entirebody of cooling liquid, the pump .25 which draws the cooling liquid fromthis region therefore separates it from the remainder and forces itthrough. the heatin drum 15. After passing through this drum, the liquidpasses to the radiator where it joins the main body of cooling liquidand is reduced to even temperature therewith. By means of the by-passand valve 30, the hot portions of the cooling medium are separated fromthe main body of the liquid, regardless of whether it all passes throughthe heater or not; in this way the temperaturerof the main body ofliquid is kept low.

The main body of the cooling liquid is caused to circulate or siphonthrough the radiator and the cooling jacket of the engine and since thismain body of the cooling liquid is separated from the hottest portionsof the liquid, by the action of the pump 25, it is evident that the mainbody of liquid will not rise to as high a temperature as it would if itwere not separated from the hotter portions. I prefer to use oil as acooling medium instead of water. By using oil, I am able to takeadvantage of temperatures higher than 212 Fahrenheit, which will beimparted to. that portion of the oil immediately above the cylinderheads and am at the same timeable to maintain the sides of the cylindersand other portions of the engine casting at temperatures at or below 212because of the additional quantity of oil supplied by the reservoir 33and of the fact that thisportion of the oil is not subject to thehottest parts ofthe engine. The oil that reaches the heater 15 being ata very high temperature will'rapidly convert the spray of kerosene orother non-volatile hydrocarbon, passing through the tubes 18, into anexplosive gas, the heating will be substantially uniform and continuouswhile the en ine is running, and sufficiently high to gaslfy the fuel,to meet the requirements of the engine under its widely varyingconditions of load.

I have shown at 34, a spark plug set into the assage 19, leading to theintake manifold. This plug represents any form of igniting means wherebythe hydrocarbon vapor and. air passing to the engine may be ignited.This preliminary burning of the .mixture, is resorted to only when theengine is to he started cold and isto b continued only'untllthe heatgenerated in the cooling liquid by the operation of the engine willrender this preliminary burning unnecessary. On account of the-lowtemperature of the mixture and "of the surrounding metal parts, themixture will burn comparatively slowly, the movement of the mixturetoward the heater under the suction of the engine,

being in fact more rapid than the travel of the flame" so that a portionof the mixture temporary use of gasolene or other highly volatile fuel,

It will be seen that with the aid of the by-pass valve 30, the heatcommunicated to the drum 15 can be controlled.

By utilizing oil as the coolingagent and separating the hottest portionof the oil from the remainder, I am able to rapidly gasify thenon-volatile fuel and at the same time, maintain the engine at its mosteflicienttemperature.

By circulating the hottest parts of the oil independently of the partswhich are less hot, I am able to reduce the temperature of the hottestpart to that of the part less hot, before they are mixed in the radiatorand this is accomplished in the heater, which exchanges its lowtemperature of evaporation for the high temperature of the oil. I am notonly thus able to efficiently cool the engine, but have the additionaladvantage of the low freezing point of the oil to prevent freezing ofthe cooling medium in cold weather.

Having described my invention, I claim:

1. In an internal combustion engine provided with a cooling jacket, acooling medium in said jacket and two circulatory systems for saidmedium, one of said systems conveying a portion of the medium of highertemperature than the remainder, in combination with a fuel supply tosaid engine, and means whereby the cooling medium of higher temperaturewill heat said fuel supply.

2. In an internal combustion engine provided with a chamber for acooling medium, a cooling medium in said chamber, consisting of a bodyof oil, a pipe opening into the chamber at a point opposite the head ofthe cylinder or cylinders of the engine, a fuel heatenand means forforcing the oil from said plpe into the fuel heater, substantially asdescribed.

3. An internal combustion engine provided with a cooling jacket aroundits cy inder, a pipe entering said jacket and having its open endlocated closely adjacent to the head of said cylinder, a fuel heater towhich said pipe leads, a radiator, a body of cooling liquid in saidjacket and radiator,

and means for maintaining two circulatory paths for said oil, both ofwhich include the jacket and radiator and one of which only includessaid pipe, substantially as described.

4. The combination of an internal combustion engine, a fuelheatertherefor, a circulating cooling medium for the engine, means formamtaining two clrculatory paths for said medium, one of which onlyincludes said fuel heater and a controllable by-pass connecting saidpaths and leading around said heater.

5. An internal combustion engine provided with a body of liquid as acooling 'me- Copies of this patent may be obtained for five cents each,by addressing the Commissioner of Patents,

Washington, D. G."

